CN217198531U - A fairing and boats and ships for boats and ships - Google Patents
A fairing and boats and ships for boats and ships Download PDFInfo
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- CN217198531U CN217198531U CN202221025999.1U CN202221025999U CN217198531U CN 217198531 U CN217198531 U CN 217198531U CN 202221025999 U CN202221025999 U CN 202221025999U CN 217198531 U CN217198531 U CN 217198531U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T70/00—Maritime or waterways transport
- Y02T70/10—Measures concerning design or construction of watercraft hulls
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Abstract
The utility model discloses a fairing and boats and ships for boats and ships belongs to boats and ships technical field. The utility model discloses a fairing and boats and ships for boats and ships, fairing for boats and ships includes the first cowling panel of the port side of connecting in the stern and the second cowling panel of the starboard side of connecting in the stern, is the contained angle setting between the bottom surface of first cowling panel and the horizontal plane, and the top surface of first cowling panel is streamlined, and the thickness of the longitudinal section of first cowling panel reduces from the centre to both ends gradually, and the thickness of the cross section of first cowling panel outwards reduces gradually by the port side; be the contained angle setting between the bottom surface of second cowling panel and the horizontal plane, the top surface of second cowling panel is streamlined, and the thickness of the longitudinal section of second cowling panel reduces to both ends by centre gradually, and the thickness of the cross section of second cowling panel is outwards reduced gradually by starboard side. The propeller can reduce the stern vibration of the ship caused by the cavitation pulsation of the propeller and improve the propelling efficiency of the propeller.
Description
Technical Field
The utility model relates to a boats and ships technical field especially relates to a fairing and boats and ships for boats and ships.
Background
With the vigorous development of the world shipping industry, higher requirements are put forward on various performance indexes of ships, particularly on environmental protection and energy saving performance.
In the prior art, the water resistance is reduced by optimizing the line type of the ship body, and the propulsion efficiency of the propeller is improved by optimizing the structure of the propeller, so that the ship has the functions of energy conservation and efficiency improvement.
However, there is still the problem of stern vibration caused by propeller cavitation pulsation, and therefore there is a need for a fairing device capable of improving the stern flow field of a ship body so as to obtain more favorable wake flow and distribution at the surface of a propeller plate.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide a fairing and boats and ships for boats and ships can reduce the stern vibration that boats and ships arouse because of screw cavitation pulsation, can reduce the resistance of hull again, improves the propulsive efficiency of screw, improves the speed and the energy-conserving synergism of boats and ships.
In order to realize the purpose, the following technical scheme is provided:
in one aspect, a fairing for a vessel is provided, comprising:
the first fairing, the said first fairing is connected to the port side of the stern; the bottom surface of the first fairing plate is arranged at an included angle with the horizontal plane, the top surface of the first fairing plate is streamline, the thickness of the longitudinal section of the first fairing plate is gradually reduced from the middle to two ends, and the thickness of the cross section of the first fairing plate is gradually reduced from the side surface of the port; the cross section of the first fairing is a section vertical to a centerline plane of the ship body, and the longitudinal section of the first fairing is vertical to the cross section of the first fairing and the bottom surface of the first fairing at the same time;
the second fairing is connected to the starboard side face of the stern and is connected with the first fairing at the tail end of the ship body to form a whole; the bottom surface of the second fairing plate is arranged at an included angle with the horizontal plane, the top surface of the second fairing plate is streamline, the thickness of the longitudinal section of the second fairing plate is gradually reduced from the middle to two ends, and the thickness of the cross section of the second fairing plate is gradually reduced from the starboard side surface outwards; the cross section of second cowling panel is the perpendicular to the cross section of the midline face of hull, the longitudinal section of second cowling panel is perpendicular to simultaneously the cross section of second cowling panel and the bottom surface of second cowling panel.
As an alternative of the rectifying device for the ship, an included angle between the longitudinal section of the first rectifying plate and the horizontal plane is alpha 1, and then alpha 1 is more than or equal to 3 degrees and less than or equal to 5 degrees;
the included angle between the longitudinal section of the second rectifying plate and the horizontal plane is alpha 2, and then alpha 2 is more than or equal to 3 degrees and less than or equal to 5 degrees.
As an alternative of the rectifying device for the ship, an included angle between the cross section of the first rectifying plate and the horizontal plane is beta 1, and then beta 1 is more than or equal to 3 degrees and less than or equal to 5 degrees;
the included angle between the cross section of the second rectifying plate and the horizontal plane is beta 2, and then beta 2 is more than or equal to 3 degrees and less than or equal to 5 degrees.
As an alternative to the fairing for the ship, the ratio of the length L1 of the first fairing to the length of the hull in the length direction of the hull is a1, then 0.1 ≦ a1 ≦ 0.15;
along the length direction of the ship body, the ratio of the length L2 of the second flow straightening plate to the length of the ship body is a2, and then a2 is more than or equal to 0.1 and less than or equal to 0.15.
As an alternative of the fairing for the ship, in the same cross section of the ship body, the ratio of the distance L3 between one end of the first fairing, which is far away from the port side, and the midline of the ship body to the water line width of the ship body is b1, and then 0.5-b 1-0.6;
in the same cross section of the ship body, the ratio of the distance L4 between one end of the second fairing, which is far away from the starboard side face, and the midline of the ship body to the water line width of the ship body is b2, and then b2 is more than or equal to 0.5 and less than or equal to 0.6;
the cross section of the ship body is a section vertical to the midline plane of the ship body.
As an alternative to the fairing for the ship, at the end of the first fairing facing away from the tail end of the ship body, the distance L3 between the end of the first fairing facing away from the port side and the midline of the ship body is equal to half of the water line width of the ship body;
the second cowling panel deviates from the one end of the tail end of hull, the second cowling panel deviates from the one end of starboard side with distance L4 between the midline of hull equals half of the water line width of hull.
As an alternative to the fairing for the ship, at the tail end of the hull, the ratio of the distance H between the whole and the axis of the propeller of the hull to the diameter of the propeller is c1, and then 0.95-1.05-c 1.
As an alternative to the fairing for the ship, at the tail end of the hull, the ratio of the distance S between the whole and the blade tip of the propeller of the hull to the diameter of the propeller is c2, and then c2 is less than or equal to 0.05.
As an alternative to the fairing for the ship, the first fairing and the second fairing are symmetrically arranged with respect to a centerline plane of the hull; or the like, or, alternatively,
the first fairing and the second fairing are arranged asymmetrically relative to the centerline plane of the ship body.
In another aspect, there is provided a vessel comprising a fairing as defined in any one of the above for a vessel.
Compared with the prior art, the beneficial effects of the utility model are that:
the utility model discloses a fairing and boats and ships for boats and ships, first cowling panel and second cowling panel can not only play the acceleration effect to the incoming flow of stern both sides, and then reduce the high wake district of screw department behind the ship, make wake distribution obviously improve to can effectively improve and reduce the vibration of stern that the cavitation pulsation that produces when the screw operates and arouses; the propeller has the advantages that incoming flows at two sides of the stern can be well rectified, the flow field of the stern is improved, the water flow entering the surface of the propeller is increased, and the propelling efficiency of the propeller can be improved; meanwhile, incoming flows on two sides of the stern can generate forward thrust, so that a certain drag reduction effect is achieved, and the speed of the ship is increased, and the effects of energy conservation and synergy are achieved.
Drawings
Fig. 1 is a first schematic view illustrating a connection relationship between a rectifying device for a ship and a ship body according to an embodiment of the present invention;
fig. 2 is a schematic view showing a connection relationship between a rectifying device for a ship and a ship body according to an embodiment of the present invention;
fig. 3 is a third schematic view of the connection relationship between the rectifying device for a ship and a ship body according to the embodiment of the present invention;
fig. 4 is a fourth schematic view of a connection relationship between a rectifying device for a ship and a ship body according to an embodiment of the present invention.
Reference numerals:
100. a hull; 101. a propeller; 102. a middle line surface; 1. a first rectifying plate; 2. the second cowling panel.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. The components of embodiments of the present invention, as generally described and illustrated in the figures herein, may be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the present invention, presented in the accompanying drawings, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.
In the description of the present invention, it should be noted that the terms "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. indicate the position or positional relationship based on the position or positional relationship shown in the drawings, or the position or positional relationship which is usually placed when the product of the present invention is used, and are only for convenience of description of the present invention and simplification of description, but do not indicate or imply that the device or element referred to must have a specific position, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," "third," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance. In the description of the present invention, "a plurality" means two or more unless otherwise specified.
In the description of the present invention, it should also be noted that, unless otherwise explicitly specified or limited, the terms "disposed" and "connected" are to be interpreted broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; either mechanically or electrically. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present disclosure, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may comprise direct contact between the first and second features, or may comprise contact between the first and second features not directly. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
Reference will now be made in detail to the embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the drawings are exemplary only for the purpose of explaining the present invention, and should not be construed as limiting the present invention.
As shown in fig. 1 to 4, the present embodiment provides a fairing for a ship and a ship, where the ship includes a fairing for a ship, and by applying the fairing for a ship, the ship can reduce stern vibration of a ship body 100 caused by cavitation pulsation of a propeller 101, reduce resistance of the ship body 100, improve propulsion efficiency of the propeller 101, increase speed of the ship, save energy, and increase efficiency.
In the present embodiment, the rectifying device for a ship includes a first rectifying plate 1 and a second rectifying plate 2, wherein the first rectifying plate 1 is connected to a port side of a stern; the bottom surface of the first rectifying plate 1 and the horizontal plane form an included angle, the top surface of the first rectifying plate 1 is streamline, the thickness of the longitudinal section of the first rectifying plate 1 is gradually reduced from the middle to two ends, and the thickness of the cross section of the first rectifying plate 1 is gradually reduced from the side surface of a port; the cross section of first cowling panel 1 is the cross-section of the mid-line face 102 of perpendicular to hull 100, and the longitudinal section of first cowling panel 1 is perpendicular to the cross section of first cowling panel 1 and the bottom surface of first cowling panel 1 simultaneously.
The second fairing 2 is connected to the starboard side of the stern, and the second fairing 2 and the first fairing 1 are connected at the tail end of the ship body 100 to form a whole; the bottom surface of the second fairing 2 and the horizontal plane form an included angle, the top surface of the second fairing 2 is streamline, the thickness of the longitudinal section of the second fairing 2 is gradually reduced from the middle to the two ends, and the thickness of the cross section of the second fairing 2 is gradually reduced from the starboard side surface outwards; the cross section of the second fairing 2 is a section perpendicular to the midline 102 of the ship body 100, and the longitudinal section of the second fairing 2 is perpendicular to both the cross section of the second fairing 2 and the bottom surface of the second fairing 2.
The first rectifying plate 1 and the second rectifying plate 2 can not only accelerate incoming flows at two sides of the stern, but also reduce a high wake area at the propeller 101 behind the ship, so that wake distribution is obviously improved, and stern vibration caused by cavitation pulsation generated when the propeller 101 runs can be effectively improved and reduced; the propeller has the advantages that incoming flows at two sides of the stern can be well rectified, the flow field of the stern is improved, the water flow entering the disc surface of the propeller 101 is increased, and the propelling efficiency of the propeller 101 can be improved; meanwhile, incoming flows on two sides of the stern can generate forward thrust, so that a certain drag reduction effect is achieved, and the speed of the ship is increased, and the effects of energy conservation and synergy are achieved.
Optionally, the included angle between the longitudinal section of the first fairing 1 and the horizontal plane is α 1, then 3 ° ≦ α 1 ≦ 5 °, for example, α 1 may be any value of 3 °, 4 °, and 5 °, so that the first fairing 1 has a longitudinal inclination angle, in other words, α 1 is the longitudinal inclination angle of the first fairing 1. Optionally, the included angle between the cross section of the first fairing 1 and the horizontal plane is β 1, then 3 ° ≦ β 1 ≦ 5 °, for example, β 1 may be any value of 3 °, 4 °, 5 °, so that the first fairing 1 has a lateral inclination angle, in other words, β 1 is the lateral inclination angle of the first fairing 1.
It should be noted that, the acceleration and rectification action of the first fairing 1 on the incoming flow of the port side of the stern is optimized through the arrangement of the longitudinal inclination angle and the transverse inclination angle and the arrangement of the longitudinal section thickness and the cross section thickness of the first fairing 1.
Optionally, the included angle between the longitudinal section of the second fairing 2 and the horizontal plane is α 2, then 3 ° ≦ α 2 ≦ 5 °, for example, α 2 may be any value of 3 °, 4 °, and 5 °, so that the second fairing 2 has a longitudinal inclination angle, in other words, α 2 is the longitudinal inclination angle of the second fairing 2. Optionally, the included angle between the cross section of the second fairing 2 and the horizontal plane is β 2, then 3 ° ≦ β 2 ≦ 5 °, for example, β 2 may be any value of 3 °, 4 °, 5 °, so that the second fairing 2 has a lateral inclination angle, in other words, β 2 is the lateral inclination angle of the second fairing 2.
It should be noted that, by setting the longitudinal inclination angle and the transverse inclination angle, and setting the longitudinal section thickness and the cross section thickness of the second fairing 2, the acceleration and rectification action of the second fairing 2 on the incoming flow of the starboard side of the stern is optimized.
Alternatively, the ratio of the length L1 of the first fairing 1 to the length of the hull 100 along the length direction of the hull 100 is a1, then 0.1 ≦ a1 ≦ 0.15, for example, a1 may be any one of 0.1, 0.11, 0.12, 0.13, 0.14, 0.15. In other words, as can be understood by those skilled in the art, based on the ship vertical line length, the ship body 100 is divided into 20 stations, one end of the first fairing 1 starts from the blade tip of the propeller 101, and the other end of the first fairing 1 usually reaches about 1.75 station-2.5 stations of the length of the ship body 100, which is beneficial to optimizing the rectifying and accelerating effects of the first fairing 1 on the port side incoming flow.
Alternatively, the ratio of the length L2 of the second fairing 2 to the length of the hull 100 along the length of the hull 100 is a2, then 0.1 ≦ a2 ≦ 0.15, for example, a2 may be any of 0.1, 0.11, 0.12, 0.13, 0.14, 0.15. In other words, as will be understood by those skilled in the art, based on the ship hull 100 being divided into 20 stations along the vertical line length, one end of the second fairing 2 extends from the blade tip of the propeller 101, and the other end of the second fairing 2 extends to about 1.75 to 2.5 stations of the length of the ship hull 100, which is beneficial to optimizing the rectifying and accelerating effects of the second fairing 2 on the starboard side incoming flow.
Alternatively, in the same cross section of the hull 100, wherein the cross section of the hull 100 is a section perpendicular to the midline 102 of the hull 100, and the ratio of the distance L3 between the end of the first fairing 1 facing away from the port side and the midline 102 of the hull 100 to the water line width of the hull 100 is b1, 0.5 ≦ b1 ≦ 0.6, for example, b1 may be any one of 0.5, 0.55 and 0.6, and the value of b1 may be selected according to different boat types, and is not limited herein. So set up, be favorable to optimizing the drag reduction effect of first cowling panel 1.
Alternatively, in the same cross section of the ship body 100, the ratio of the distance L4 between the end of the second fairing 2 facing away from the starboard side and the midline 102 of the ship body 100 to the water line width of the ship body 100 is b2, then 0.5 ≦ b2 ≦ 0.6, for example, b2 may be any one of 0.5, 0.55 and 0.6, and the value of b2 may be selected according to different ship types, which is not limited herein. So set up, be favorable to optimizing the drag reduction effect of second cowling panel 2.
Optionally, at one end of the first fairing 1 facing away from the tail end of the ship hull 100, the distance L3 between one end of the first fairing 1 facing away from the port side and the midline 102 of the ship hull 100 is equal to half of the water line width of the ship hull 100. In other words, the end of the first fairing 1 away from the tail end of the hull 100 is integrated with the port side, so that the drag reduction effect is better.
Optionally, at the end of the second fairing 2 facing away from the tail end of the hull 100, the distance L4 between the end of the second fairing 2 facing away from the starboard side and the midline 102 of the hull 100 is equal to half of the water line width of the hull 100. In other words, the end of the second fairing 2 away from the tail end of the hull 100 is integrated with the starboard side, so that the drag reduction effect is better.
Alternatively, at the trailing end of the hull 100, the ratio of the pitch H between the whole and the axis of the propeller 101 of the hull 100 to the diameter of the propeller 101 is c1, then 0.95 ≦ c1 ≦ 1.05, for example, c1 may be any of 0.95, 1, 1.05. Alternatively, at the trailing end of the hull 100, the ratio of the spacing S between the whole and the tip of the propeller 101 of the hull 100 to the diameter of the propeller 101 is c2, then c2 ≦ 0.05, for example, c2 may be 0.05. By such an arrangement, the propulsion efficiency of the propeller 101 can be improved.
In this embodiment, the first flow straightener 1 and the second flow straightener 2 are symmetrically arranged with respect to the centerline plane 102 of the hull 100, in other words, α 1 is equal to α 2, and β 1 is equal to β 2, and the outer shape and size of the first flow straightener 1 (including the length L1 of the first flow straightener 1 and the distance between the end of the first flow straightener 1 away from the port side and the centerline plane 102 of the hull 100) are the same as the outer shape and size of the second flow straightener 2 (including the length L2 of the second flow straightener 2 and the distance between the end of the second flow straightener 2 away from the starboard side and the centerline plane 102 of the hull 100), so that the flow straightening effect of the flow straightener of this embodiment can be improved.
In other embodiments, the first fairing 1 and the second fairing 2 may be disposed asymmetrically with respect to the centerline plane 102 of the hull 100, in other words, the first fairing 1 and the second fairing 2 have different shapes and sizes, and/or α 1 is not equal to α 2, and/or β 1 is not equal to β 2, for example, the first fairing 1 or the second fairing 2 on the side where the propeller 101 rotates upward may have a larger shape, a larger longitudinal inclination angle, and a larger transverse inclination angle, and further the first fairing 1 and the second fairing 2 may cooperate to generate a certain pre-rotation effect while generating a rectification effect on the incoming flow on both sides of the stern, which is beneficial to improving the propulsion efficiency of the propeller 101.
It should be noted that, after the CFD numerical calculation verification, the wake field at the disc surface of the propeller 101 is greatly improved compared with that before the fairing provided by the embodiment is installed, which not only can reduce the wake peak value, but also can improve the wake distribution. Meanwhile, after the resistance increased by the rectifying device for the ship provided by the embodiment is removed, the effect of reducing the total resistance of the ship body by about 2 percent can be achieved. Through ship model test, the total resistance of the ship body can be reduced by more than 3% by applying the rectifying device for the ship provided by the embodiment, and the water flow advancing speed at the disc surface of the propeller 101 is increased due to the reduction of the wake flow value, so that the efficiency of the propeller 101 is greatly improved.
The fairing for the ship provided by the embodiment can be additionally arranged on a single-oar ship and can also be additionally arranged on a double-oar ship, wherein the double-oar ship comprises a double-tail fin or a double-tail ship type, and can also be additionally arranged on a ship propelled by a conventional oar, a theoretical oar and a guide pipe oar. In addition, the method can be used for common cargo ships such as oil tankers, multipurpose ships, container ships and the like, and can also be used for engineering ships such as tugboats, guard ships, oil spilling ships, crane ships, semi-submersible ships and the like, so that the method is high in applicability, and has good economic benefits and popularization and application values.
It should be noted that the foregoing is only a preferred embodiment of the present invention and the technical principles applied. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail with reference to the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the scope of the present invention.
Claims (10)
1. A fairing for a marine vessel, comprising:
the first fairing (1), the said first fairing (1) links to the port side of the stern; the bottom surface of the first fairing plate (1) and the horizontal plane are arranged at an included angle, the top surface of the first fairing plate (1) is streamline, the thickness of the longitudinal section of the first fairing plate (1) is gradually reduced from the middle to two ends, and the thickness of the cross section of the first fairing plate (1) is gradually reduced from the side surface of the port board outwards; the cross section of the first fairing (1) is a section vertical to a midline (102) of the ship body (100), and the longitudinal section of the first fairing (1) is vertical to the cross section of the first fairing (1) and the bottom surface of the first fairing (1) at the same time;
the second fairing (2) is connected to the starboard side face of the stern, and the second fairing (2) and the first fairing (1) are connected at the tail end of the ship body (100) to form a whole; the bottom surface of the second fairing plate (2) and the horizontal plane are arranged in an included angle mode, the top surface of the second fairing plate (2) is streamline, the thickness of the longitudinal section of the second fairing plate (2) is gradually reduced from the middle to two ends, and the thickness of the cross section of the second fairing plate (2) is gradually reduced from the starboard side surface outwards; the cross section of second cowling panel (2) is the perpendicular to the cross-section of midline (102) of hull (100), the longitudinal section of second cowling panel (2) is perpendicular to simultaneously the cross section of second cowling panel (2) and the bottom surface of second cowling panel (2).
2. Fairing according to claim 1, characterised in that the angle between the longitudinal section of the first fairing (1) and the horizontal plane is α 1, then 3 ° ≦ α 1 ≦ 5 °;
the included angle between the longitudinal section of the second rectifying plate (2) and the horizontal plane is alpha 2, and alpha 2 is more than or equal to 3 degrees and less than or equal to 5 degrees.
3. Fairing according to claim 1 or 2, characterised in that the angle between the cross section of the first fairing (1) and the horizontal plane is β 1, then 3 ° ≦ β 1 ≦ 5 °;
the included angle between the cross section of the second rectifying plate (2) and the horizontal plane is beta 2, and then beta 2 is more than or equal to 3 degrees and less than or equal to 5 degrees.
4. The fairing according to claim 1, characterized in that in the length direction of the hull (100), the ratio of the length L1 of the first fairing (1) to the length of the hull (100) is a1, then 0.1 ≦ a1 ≦ 0.15;
along the length direction of the ship body (100), the ratio of the length L2 of the second fairing (2) to the length of the ship body (100) is a2, and then a2 is more than or equal to 0.1 and less than or equal to 0.15.
5. The fairing according to claim 1, characterized in that in the same cross section of the hull (100), the ratio of the distance L3 between the end of the first fairing (1) facing away from the port side and the median plane (102) of the hull (100) and the water line width of the hull (100) is b1, then 0.5 ≦ b1 ≦ 0.6;
in the same cross section of the ship body (100), the ratio of the distance L4 between one end of the second fairing (2) departing from the starboard side and the midline plane (102) of the ship body (100) to the water line width of the ship body (100) is b2, and then 0.5 is not less than b2 is not less than 0.6;
the cross section of the hull (100) is a section perpendicular to the mid-line plane (102) of the hull (100).
6. The fairing device for a marine vessel as claimed in claim 5, characterized in that at the end of the first fairing (1) facing away from the aft end of the hull (100), the distance L3 between the end of the first fairing (1) facing away from the port side and the centreline plane (102) of the hull (100) is equal to half the water line width of the hull (100);
the second fairing (2) deviates from one end of the tail end of the ship body (100), and the distance L4 between one end of the starboard side surface of the second fairing (2) and the midline (102) of the ship body (100) is equal to half of the water line width of the ship body (100).
7. The fairing device for a marine vessel as claimed in claim 1, wherein at the aft end of said hull (100), the ratio between the distance H between said whole and the axis of the propeller (101) of said hull (100) and the diameter of said propeller (101) is c1, then 0.95 ≦ c1 ≦ 1.05.
8. The fairing device for a marine vessel as claimed in claim 7, wherein at the aft end of said hull (100) the ratio of the spacing S between said ensemble and the tip of the propeller (101) of said hull (100) to the diameter of said propeller (101) is c2, such that c2 is 0.05 or less.
9. The fairing device for a ship of claim 1, characterized in that said first fairing (1) and said second fairing (2) are arranged symmetrically with respect to a mid-line plane (102) of said hull (100); or the like, or, alternatively,
the first fairing (1) and the second fairing (2) are arranged asymmetrically relative to a midline plane (102) of the ship body (100).
10. A ship, characterized by comprising a fairing for a ship as claimed in any one of claims 1-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221025999.1U CN217198531U (en) | 2022-04-28 | 2022-04-28 | A fairing and boats and ships for boats and ships |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221025999.1U CN217198531U (en) | 2022-04-28 | 2022-04-28 | A fairing and boats and ships for boats and ships |
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| Publication Number | Publication Date |
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| CN217198531U true CN217198531U (en) | 2022-08-16 |
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| CN202221025999.1U Active CN217198531U (en) | 2022-04-28 | 2022-04-28 | A fairing and boats and ships for boats and ships |
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| Country | Link |
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| CN (1) | CN217198531U (en) |
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2022
- 2022-04-28 CN CN202221025999.1U patent/CN217198531U/en active Active
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Address after: Room 312, 313, 189 Kaohsiung Road, Huangpu District, Shanghai 200011 Patentee after: China Shipbuilding (Shanghai) Energy Conservation Technology Co.,Ltd. Address before: Room 312, 313, 189 Kaohsiung Road, Huangpu District, Shanghai 200011 Patentee before: CSIC (SHANGHAI) ENERGY SAVING TECHNOLOGY DEVELOPMENT CO.,LTD. |